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Design and Implementation of Solar Powered Electric Vehicle for On-Campus

University Applications

Article in International Journal of Engineering Research · October 2021

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 International Journal of Engineering Research and Technology. ISSN 0974-3154, Volume 14, Number 9 (2021), pp. 920-927
© International Research Publication House. http://www.irphouse.com

Design and Implementation of Solar Powered Electric Vehicle

for On-Campus University Applications

Ahmad F. Tazay1
1
Assistnat Professor,
Electrical Engineering Department,
Al Baha University, Saudi Arabia.

Abstract energy source technologies to charge EVs. Recently, PV

The growing interesting in charging electric vehicle (EV) using
renewable resources such as solar photovoltaic (PV) offers
several technical, environmental, and economic chances. The
objective of this paper is to improve efficiency, reduce
greenhouse emissions, and increase driving range for the EV.
The designing and implementing of a supportive renewable
energy source to charge the EV are presented in this manuscript.
The metrological data are measured in Al Baha University at
Saudi Arabia to determine the optimal design of PV panels to
operate the EV. The topology and sizing of each component of
the system are provided in this paper. The modelling and
designing of the developed PV system involve several
procedures such as evaluating the dynamic load demand,
analysing the power performance, and optimizing the size of
PV system. The simulation results show that the modified EV
could decrease the environmental emissions of Co2 by 420 Kg
per year. The developed PV system can increase the driving
range by 15 % at the heavy load demand. The experimental
results show that PV system covers more than 70% of the total
load demand and the battery banks required a single day to be
fully charged. The developed EV system provides more
reliability, sustainability, and environmentally friendly.
Keywords: Photovoltaic (PV), Electric Vehicle (EV), Co2
Emission, Driving Range Extension.
I. INTRODUCTION
The rapid development in manufacturing and production of
electric vehicle (EV) gains more interesting in the future
regarding environmental, technical, and economical
opportunities. The impact of production of carbon dioxide (Co 2)
from fossil fuels on climate changes is currently one of the very
high concern issues. Another issue is the economic challenges
of using battery banks storage in automotive systems [1].
Renewable energy resources have been seen as a promising
technology option for both EV's industry and transportation
sector. The renewable resources contribute to charging of the
batteries of EV which increases its lifetime and reliability.
Using renewable resources instead of conventional electrical
grid to operate the EV is conceived to improve the overall
system efficiency and reduce the environmental harmful
emissions [2].
Photovoltaic (PV) panels, comparing with other renewable
resources, have been progressively recognized as competitive
systems have been used as a main source of energy to charge
batteries due to several advantages such as lower maintenance
and operation cost, low greenhouse gas emissions production,
and energy independent capability [3]. Enormous research and
technologies have been recently applied to charge EV using
solar energy. large numbers of countries have been initiated
installation regulations and design standards for PV charging
stations [4]. Authors in [5] addressed the present status and
future challenging in the implementation of EV and charging
systems. They also analysed the current challenging issues due
to the massive deployment of EVs with several international
standards and charging codes. Based on large number of
applications and situations, batteries are charged by PV’s
charging station during the daytime when the EV is stopping in
the parking area. This topology provides numerous benefits
such as cost saving, shifting load demand, and low Co 2
emissions [6]. The energy management strategy and designing
of a closed-loop system controller were analysed in [7]. The
authors did not mention the types of charging techniques and
the influences on battery’s behaviors. The control of a new
topology of hybrid charge converter was presented in [8]. The
hardware and software simulations were addressed and
validated using vector control techniques to charge EV’s
battery. The disadvantages of charging EV using PV charging
station include increasing the stress on the grid, limiting the
EV’s moving, and fluctuating charging duration.
Numerous aspects of EV charging techniques using PV energy
supply were reported in literature. A review of different
charging techniques for the EV using PV-gird connection and
PV-standalone systems were presented in [9]. The designing of
charging station at the University campus was presented in [10].
The authors evaluated the economic feasibility and system
sizing of the charging station. However, the authors did not
provide the hardware applications and the advantages of the
proposed work. Tiano et al., evaluated the potential of install
solar photovoltaic panels vehicle body [11]. The paper focused
on only mathematical models and temperature impact without
considering the collection of solar resource data. The
experimental results and performance analysis of an electric
golf cart with a 100W solar panel was given in [12]. The
authors only implemented the experimental approaches without
considering the simulation techniques.
This study addresses the following research shortage with
regards to charging EV with PV panels for an educational
campus. The paper designs and simulates the developed

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topology to meet the required load demand of the EV. The II.I Meteorological Data
developed system is designed for use as an alternative
The output power of PV panels depends on the amount and
transportation for students and employees at the campus of Al
intensity of solar irradiance as well as the temperature degrees.
Baha University in Saudi Arabia. The motivation of this project
These factors are varied due to the latitude location around the
is to integrate the PV panels onto the body of the EV to
world, season, time of day, and altitude. The meteorological
maximize the driving range and storage’s lifetime. The
data for the selected location at Al Baha University are
objective of this paper is to design and implement PV system
provided in Fig. 2 and Fig. 3. The location of the desired
to charge and operate the EV instead of using conventional
charging stations. The main advantages of this paper are to campus at Al Baha University is Latitude 20∘11′ N and
reduce energy demand on the grid, increase driving range longitude 41∘ 38′ E.
duration of EV, and generate zero carbon footprint.
The rest of the paper is organized as follows. Section 2 provides
the resources analysis and the system modelling. Section 3
addresses the simulation results of the developed model. It also
indicates different case studies to validate the proposed system.
Section 4 examines the developed system by applying the
experimental results. The results and discussions are addressed
in Section 5. The conclusion and remarks are provided in
Section 6.

II. METEOROLOGICAL DATA AND SYSTEM
ARCHITECTURE
The EV’s system includes PV panels, DC/DC converter with
charge controller, battery banks, and DC motor load. For the
conventional golf cart system, the battery banks are charged
using conventional AC/DC electric charger which is
connecting to the main electric plug. The main problem of this
procedure is that the charging socket is not available
everywhere which limits operational and charging duration.
This conventional model would limit the sustainability, and
reliability of the EV. The developed model includes PV panels
as a main energy source to charge the deep-cycle battery which
improve the durational time and sustainability.
The main energy source is a monocrystalline solar PV panels
which is used in this system because of its efficiency, lifetime,
and economic advantages [13]. The frequent variation of sun
irradiance and ambient temperature may affect the energy
efficiency. Hence, DC/DC charge controller is used to maintain
stable energy flow. The deep cycle batteries are also
implemented as energy storage because of starting and running
advantages. The block diagram in Fig. 1 shows the system
structure of the EV.
Fig. 2. Monthly average solar irradiation at the selected
location.
The meteorological data for the campus of Al Baha university
is obtained from NASA website and King Abdullah City for
Atomic and Renewable Energy KACARE [14], [15]. The
average monthly variation of solar energy is given in Fig. 2.
The peak solar irradiation occurs during the summer season
with almost 7.26 kWh/m2. The average monthly solar
irradiation plays an important role in generating the required
energy. The winter season shows the lower solar irradiance
with almost 4.76 kWh/m2. Hence, the yearly average monthly
solar irradiance at the selected location is 6.13 kWh/m2. Fig. 3
shows the average monthly temperature at the university’s
campus. The average monthly temperature at Al Baha
University is 25.16°C. The PV panels could produce maximum
efficiency between 15°C and 35°C. So, the PV panels would
produce the maximum efficiency during the months at selected
location.

Fig. 3. Monthly average temperature at the selected location.

II.II Solar PV Panels
The PV panels absorb the solar irradiance and convert it into
direct current to charge the battery banks. The PV current
Fig. 1. Schematic diagram of the EV (golf cart) using PV depends mainly on solar irradiance which is varied during the
energy source. day while the temperature impacts on the voltage. So, the PV
should operate at specific point called maximum power point

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(MPP). This operating point provides a maximum output power efficiency, improving system sustainability, and increasing
by regulating the voltage and current of the PV panels. battery’s lifetime.
The selected PV panel is manufactured by Trina Solar company The solar irradiance is varied during the day which results in
(TSM-350) with efficiency of 18%. The datasheet of the PV different power generation. This specific operating would
panel is provided in Table 1 [16]. At the standard test condition negatively effects on the battery’s charging procedure and
of irradiance 1000 W/m2, cell temperature 25 °C, and air mass decreases its lifetime. So, MPPT algorithm is implemented to
AM1.5, the PV panel could generate of 350 W, 38.7 V, and overcome the unstable PV panels’ energy. Various MPPT
9.04 A. The PV characteristics at different irradiance is techniques are used, such as the perturb and observe (P&O) the
simulated in Fig. 4. The changes in solar irradiance result in incremental conductance (IC), and hill climbing (HC) [17]. IC
nonlinear behavior of both I–V and P–V curves. In order to among other MPPT methods has the benefits of fast dynamic
generate the maximum power from the PV, there exists a single performance [8]. In the relation between power/voltage of the
operating point that the PV should be operated on. Because of PV, the MPP is located at the top of each plot when the gradient
dynamics of solar irradiance, temperature, and loads, a is zero. The derivation of IC algorithm (1) is given as:
maximum power point tracker (MPPT) is needed to ensure that
𝑑𝑃𝑝𝑣 𝑑𝐼𝑝𝑣 = 0, 𝑀𝑃𝑃
the maximum power is extracted from the PV and the PV is
= 𝐼𝑝𝑣 + 𝑉𝑝𝑣 { > 0, 𝑙𝑒𝑓𝑡 𝑠𝑙𝑜𝑝𝑒 (1)
operated at MPP. 𝑑𝑉𝑝𝑣 𝑑𝑉𝑝𝑣 < 0, 𝑟𝑖𝑔ℎ𝑡 𝑠𝑙𝑜𝑝𝑒
The output power, voltage, and current are measured and used
to implement the IC method. The output signal of the IC
algorithm is used to regulate the switching transistor of the
DC/DC converter. The output of the MPPT is a duty cycle D
signal which further regulates the output dc voltage to achieve
MPP. The detailed information of using MPPT algorithm is
addressed in [8].
The DC/DC converter with charge controller is selected to be a
buck-boost (step-up/step-down) type of converter. The DC/DC
converter regulates the PV output voltage to 36 V which is the
required battery’s voltage. The rated power of the converter is
720 W with a maximum charging current of 30 Ah. The
Fig. 4. The behavior of a PV panel under varying irradiance technical data of the DC/DC charge controller is given
and temperature: (a) The I–V curves under varying irradiance in Table 1 [18].
and (b) the P–V curve under different irradiance.
II.IV Battery Banks
II.III DC/DC Charge Converter
Battery banks are used for operating and running the motor’s
A DC/DC charge controller is an electronic device that load. A deep-cycle battery is used instead of conventional
regulates the output dc power. The main function of a DC/DC starting battery for the starting and running advantages. The
charge controller depends on stepping up and down the output deep-cycle batteries can provide a steady amount of current
PV’s voltage and current to regulate the output PV’s power and over a long period of time. They also have a long lifetime
achieve MPPT. Basically, buck-boost (step-up/step-down) period even with repeatedly discharging and recharging
DC/DC converter is used as a charge controlling device to procedures [19]. The size of the battery depends on the load’s
regulate the maximum power output. The MPPT algorithm requirement. Since the rating power of a motor load is 2 Hp, the
varies the electrical operating point at DC/DC converter to sizing of battery banks should be more than at least twice the
deliver maximum available power of PV panels. The DC/DC rated load This is because the high rating of batteries would
converter also measures the state of charge (SOC) of battery increase the driving range and cover the starting current of the
banks for protection of overcharging procedure. The
advantages of charge controller include increasing power
Table 1. System parameters and characteristics of the EV.
Component Characteristics
Company Efficiency Vmpp Impp Pmpp Voc Isc
PV
TallMaxx TSM-350 18 % 38.7 V 9.04 A 350 W 47 V 9.6 A
Company Class V I Pmech Pelec Rating
DC Motor Advanced DC AU2500 Fleet
H 36 V 42 A 2 HP 1.5 kW
Motors INC. Speed
Company Type Vrated Inominal Pnominal Weight Vcharged
Battery
AEC Deep Cycle Sealed Lead Acid 12 V 100 Ah 1.2 kWh 28.5 Kg 13.6 – 13.8 V
DC/DC Company Type Vrated Irated Prated Efficiency Temperature
Converter LDSolar buck-boost 36 V 30 A 720 w 99% -40 to 70 C

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motor. The optimal size of the battery’s capacity of the is Matlab/Simulink is used to examine the MPPT algorithm,
measured based on the total load demand, economic limitation, dynamic response of the load, and PV charging procedure. The
and discharge capability. screenshot of the system is shown in Fig. 5.
A sealed lead acid deep-cycle battery is used as battery bank to
operate the motor load. Three batteries are connected in series
as a battery bank with a rating of 12 V and 100 Ah. So, the total
rating of a battery bank that feed the motor load is 36 V, 100
Ah, and 3.6 kWh. The characteristic of the selected battery is
given in Table 1 [20].
II.V DC Motor
The main element to drive the EV is a DC motor. The DC motor
converts the electrical energy into mechanical energy to move
the tires of the EV. The electrical energy is supplied from the
battery banks while the mechanical energy is used for moving
the EV. The relation between the electrical and mechanical
energy is given in the followings [21]:
1
𝜃̈ = (𝐾 × 𝑖 − 𝑏𝜃̇ ) (2)
𝑗 𝑡
1 Fig. 5. Schematic diagram of the developed system of EV
𝐼̇ = (−𝑅 × 𝑖 + 𝑉 − 𝐾𝑒 × 𝜔) (3)
𝐿 using Matlab/Simulink software.
𝑒 = 𝐾𝑒 × 𝜔 (4)
𝑇 = 𝐾𝑡 × 𝑖 (5) III.I Case 1: PV with MPPT Algorithm
where, Ke (V/red/s) is an electromotive force constant; Kt In the simulation model, PV panel generates a maximum power
(N.m/amp) is a motor torque; R (Ω) and L (H), are electric of 350 W when a solar irradiance is 1 kW/m2. The voltage and
resistance and inductance, respectively; j (kg.m2) is moment of current at MPP are 38.7 V and 9.04 A, respectively. When the
inertia of the rotor; solar irradiance is varied during the day, the MPP is changed
based on MPPT algorithm. The characteristic of the PV panel
The 2008 E-Z-Go golf car is selected as EV for this project. for the different solar irradiance is shown in Fig. 6. The role of
The DC motor is driven by a 36V, 2 hp DC motor fed by 3 deep MPPT algorithm is to follow the MPP for the different solar
cycle batteries. The total load demand is represented by the DC irradiance. Hence, the signal of the duty cycle is varied to
brush motor output power and the auxiliary components. The regulate the switching signals of the DC/DC converter.
DC motor consumes a large amount of the total energy while
the gear controller is used to regulate the direction of the
motor’s shaft. Hence, the motors controller regulates the wheel
torque which decreases the velocity of the DC motor. Based on
the manufacture of the EV, the DC motor has a maximum
power of 1.5 kW and maximum velocity of 20 km/h.

III. SIMULATION RESULTS

To verify the robustness of the developed system, three case

studies have been carried out. The developed system includes
EV with 1.5 HP DC motor, PV panel, three deep cycle batteries,
and DC/DC converter. The golf cart represents EV which is
manufactured in 2008 by E-Z-Go company. The total weight of
the EV is 360 Kg, and the electrical characteristics of DC motor
load are 1.5 kW, 36V, and 42 Ah. The PV panel is the main
source of energy which has a rating of 350 W, 38.7 V, and 9.04
A. The deep cycle battery bank consumes the output energy
from PV to operate the motor load. The electrical ratings of the Fig. 6. The behavior of a charging the EV’s battery banks using
battery banks are 36 V, 100 Ah, 3.6 kWh. In order to generate PV panel under varying irradiance and temperature: (a) The
the maximum power from the PV, DC/DC buck-boost variation of solar irradiance during a day, (b) the output PV’s
converter is used to apply MPPT using IC algorithm. power under different irradiance, and (c) the performance of
The developed system is first simulated using computer-aid battery’s voltage.
software before experimental applications. Hence,

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The measurement of actual solar irradiance is first calculated
on 17th of January 2021. The solar irradiance is then simulated
using computer-aided software to examine the validation of
MPPT method and charging dynamics of the battery. For the
simplicity purpose, each hour of the selected day represents one
interval second of the simulation software. Fig. 6 (a). shows the
solar irradiance during the day when the daylight last for eleven
hours. The solar irradiance of the system is started from 150
W/m2 until 80 W/m2 at the end of the day. The output power of
the PV panel is varied regarding the variation of solar irradiance
as can be seen in Fig. 6 (b).
Fig. 7. The dynamic performance of the EV’s motor load: (a)
dynamic behavior of the motor’s speed, (b) dynamic response
of different the motor’s torque, (c) the output injected power
from the battery banks, and (d) the SOC of the battery during
charging and discharging modes.
The initial SOC of the battery is 50% where the voltage is 35.8
V. At the first second, the solar irradiance is almost zero and
the PV system is not charging the batteries. After the first
second, the solar irradiance is rising, and the PV power is
increased. So, the SOC and voltage of the battery are increased
as can be seen in Fig. 6 (c). and Fig. 6 (d). The battery voltage
is increased from 35.8 V to 36.7 V while the battery’s SOC is
increased from 50% up to 50.04%. This charging procedure is
occurred during the actual measuring power and solar
irradiance at the selected day of the year. So, the PV system can
provide almost 1.8 kW during the day to charge the battery.
This power represents 50% of the battery’s rating.
III.II Case 2: Motor Dynamics
The dynamic results of the DC motor load are simulated using
computer aided Matlab/Simulink. The performance of charging
battery banks with PV system has been tested with variation in
speed and load’s torque at t= 3, 6, 8, and 12 seconds. Before the
EV’s starting, the PV panel charges the battery banks with 350
W at 1 kW/m2. The torque and speed of the motor is zero
because the EV is at standstill. During the high demand on the
motor’s torque, the PV and batteries share the power to the load
as can be seen in Fig. 7. At time t= 3 seconds, the motor is
started at full speed with no torque which results a speed of 300
rad/sec. At this time, the PV panel still charging the battery
since the torque is almost zero. The variation in load torque is
shown in Fig. 7 (b) from initial value of 20 Nm, 40 Nm, and 60
Nm at time t= 6, 9, and 12 seconds, respectively. Since the
motor’s load required more power than the output power from
the PV during the high torque, the battery banks supply the load
demand with 400, 1000, 1600 W at varied torques.
The battery’s SOC is shown increasing during the charging
period when the load is not running. However, Fig. 7 Shows
that the SOC is decreasing during the increasing of the motor’s
load. At different torques, the SOC is decreasing with respect
to the torque value. At starting speed of 50 rad/s at a torque of
45 Nm, battery shows a huge decrease in SOC because of the
high armature current demand. The simulation results
demonstrate a good dynamic response of the developed PV
system performance even with the high load demand.
III.III Case 3: EV with and without PV Panels
For a demonstration of important of PV source, this case study
provide the advantages of installing PV panels to increase the
charging range of the battery at different load’s demand. The
motor’s dynamic performance and battery’s voltage with SOC
are provided in Fig. 8. As shown, the simulation results with
and without the PV panels are recorded and compared for this
analysis. The battery’s SOC runs at 80% with different torque’s
modes. The PV panel charges the battery with a rated power of
350 W which increases the battery’s voltage. When the motor’s
demand is less than the PV power, the exceed power is used to
charge the battery as given in Fig. 8 (b). However, the PV and
battery share the motors demand when the load demand is more
than the output power from the PV panel. This feature can
preserve the battery’s voltage and increase its lifetime. As
shown in Fig. 8., the batteries continuously provide the load’s
power to the EV a significantly longer time due to the injected
energy from the PV panel.
Fig. 8. The dynamic performance of the EV’s using with and
without PV source: (a) dynamic behavior of the motor’s speed,
(b) dynamic response of different the motor’s torque, (c) the
measured battery banks’ voltage, and (d) the SOC of the battery
during charging and discharging modes.

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When the PV panel is not connected, the battery banks are the
only responsible to provide the required load demand. The
batteries voltage level dropped about 15% faster when the PV
panel was not connected. However, the PV continuous
recharging of the batteries which prevented them from going
into a deep discharging phase as can be seen at the SOC in Fig.
8 (c). The measured performance of the battery’s voltage and
SOC with and without the PV panel were compared in Fig. 8
(d). As shown, there is 15% increase in the battery’s voltage a
result of installing the PV panel.
IV. HARDWARE APPLICATIONS
The golf car is selected as EV to test the methodology and
simulation approaches at the campus of Al Baha University.
The EV is driven by 36V, 2 hp DC motor which is fed by 3
deep cycle, 12V sealed lead acid batteries. The PV panel is used
as the main source to charge the battery banks by connected to
DC/DC converter to implement MPPT algorithm. Several
factors that impact on the total load which includes vehicle’s
weight, the maximum starting and running speed, and the
travelled distance per trip. The experimental application for the
developed EV system is given in Fig. 9.
The implementation procedure of the modified EV is as:
1. Replace the EV’s roof with PV panel.
2. Change the lead acid battery banks with deep cycle
batteries.
3. Regulate DC/DC charger converter with MPPT
feature to charge the batteries.
4. Calculate the total load consumption during the year.
The rage top of the EV is first replaced by the PV panel as the
main source of energy. The sunroof top has a dimension of
2345 * 1172 mm with a weight of 15 Kg. The PV panel has
dimension of 1960 * 992 mm with a weight of 26 Kg. Since the
total weight of the golf car is 360 Kg, the PV panel will increase
the total wight by 3% which has no significant impact on the
motor’s torque.
Fig. 9. Hardware implementation of the modified EV.
Three deep cycle batteries are used to provide the required load
demand. Each battery has a weight of 28.5 Kg that is a total
battery banks of 85.5 Kg. The battery banks will increase the
total weight of the EV by 23%. However, the high-power rating
of the batteries would limit the modified weight enhancement
since the battery rating is more than three times the required
load demand. The three deep cycle batteries would increase the
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moving range by 50% since they can generate 3.6 kWh while
the required load power is 1.5 kWh.
The moving range of the EV is measured for one year to
examine the durability of the modified EV. The average daily
use of the EV is about 1.73 kWh/day with a peak of 0.4 kW.
The EV occurs between 7 AM and 5 PM when the students join
their school while the employees go to their job. The annual
load demand is provided in Fig. 10 with a heavy load
consumption occurs during the school semesters. However, the
load consumption is decreased during the summer semester
when the University’s employees and staff are the only ones
who use the EV.
The sunlight at the day of 17th January 2021 is last for 9 hours
which is varied regarding to its solar irradiance. By converting
the actual solar irradiance into energy at the selected day and
location, the PV panel received about 6.094 kW/m2/day. Using
the energy efficiency (18%) of the installed PV panel in Table
1, the actual output power from PV panel to charge the battery
is 1.096 kW/day. The EV load demand is considerably less than
the energy output of the PV panel. Since the load demand is
about 1.73 kWh/day, the PV panel shares more than 70% of the
total load while the battery contributes to sharing the rest
required load demand. So, the extra energy produced by the PV
panel was utilized to keep the battery fully charged which
increase its lifetime. The developed model also increases the
sustainability and durability of the EV since it does not need for
external charging. The PV is connected to the battery banks via
DC/DC charge controller to provide Maximum Power Point
Tracking (MPPT). The charge controller is used to extract the
maximum power and monitors the state of charge of the
batteries as well as regulate the power flow.
Fig. 10. Yearly load demand at the selected location.
V. RESULTS AND DISCUSSIONS
The results of simulation and hardware implementation are
addressed to test the performance of EV and power flow of the
developed system. The dynamic response of the DC motor is
compared with and without the PV system. The analysis of both
systems with and without the PV panel shows that the batteries
voltage level drops faster by 1.3 times. In contrast, the output
power from PV panels extends the discharge time and prevent
the battery banks from deep discharging period. When the
 International Journal of Engineering Research and Technology. ISSN 0974-3154, Volume 14, Number 9 (2021), pp. 920-927
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sunlight is low or the battery’s voltage is high, the DC/DC
charge controller prevents battery banks from overcharge or
discharge modes. The advantages of the PV system can extend
the lifetime of the battery and increase its protection.
Table 2. Featured comparisons between conventional gold cart and modified EV.
Element Conventional Golf Cart
Weight Roof
EV’s structure
360Kg Sunroof top
Charging source Fossil fuel electric grid
Battery Banks Three lead acid
Charger AC/DC converter
The modified EV uses PV panel as a main source of energy to
charge deep-cycle batteries using DC/DC charge controller
with MPPT features. Although the load demand of the EV’s
motor much higher than the charging power of the solar PV
system with 1500 W comparing with 350 W, the total energy
consumption is not very high due to the short intervals
operations during the day. In addition, the EV depends on only
the moving demand from point to point of the students and
employees at the University’s campus. The simulation and
experimental results addressed that daily energy consumption
is about 1.7 kWh. So, the roof top of the PV panel converts the
solar energy into mechanical energy to run the EV. So, it can
be concluded from the feasibility analysis that that the electrical
energy generated from by the PV system can cover daily load
demand for the EV users at the selected location. It can also
charge the battery banks during the moving period. This
procedure covers 70% of the load demand when the battery
banks need only a single day to be fully charged. It is worth to
mention that the meteorological data and experimental analysis
are examined at the worst case of solar irradiation that is on 17th
of January. This feature improves the moving range of the EV
when the golf cart was running under the sunlight.
The environmental analysis of greenhouse gas emissions is
compared with the charging of the EV using PV panel and
external utility grid which is generated by fossil fuels. The
annual load demand of the EV is first provided by external
utility grid which generates 420 Kg/year of Co 2 emissions.
Using PV panel as the main source, this harmful can be reduce
and the generated Co2 emission is zero. This advantages of the
developed system for the EV will result in a significant annual
emission reduction of Co2.
In comparisons between the conventional golf cart with the
modified EV, Table 2 shows the features of implementing the
PV system. The PV panel is mounted at the top of the EV which
increase the moving range. It also can provide charging features
while the car is moving as well as offering sunlight shading
advantages to the passengers. As provided in Table 2, the EV
generates zero Co2 emissions since it can be powered by PV
panel only. The solar irradiation at the selected university
continues for about 9 hours each day. The extra PV energy
charges the battery banks. So, the PV system would increase
the moving range without the need for external charge stations.
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Modified EV Features
Weight Roof Increasing the total weight
by 25% while providing
450 Kg PV module
shading advantages.
Solar energy Reducing Co2 emissions
Increasing moving range by
Three deep cycle lead acid
50%.
DC/DC converter with Increasing energy efficiency
MPPT and protection.
VI. CONCLUSION
A 2 HP golf cart represents the EV to be used for students and
employs at the campus of Al Baha University, Saudi Arabia.
The solar system includes PV panel, three deep-cycle battery
banks, and DC/DC charge controller with MPPT features. The
metrological data are analysed by considering solar radiation
and temperature at the desired location. The dynamic
performance of the modified EV is simulated using
Matlab/Simulink with experimental applications. Three case
studies have been examined to validate the dynamic
performance of the system. A 350 W of PV panel is mounted
at the top of the EV to charge three deep-cycle battery banks
with a rating of 3.6 kWh.
The analysis results show that the PV system installed on the
EV can produce enough electrical energy to power the car
under the different weather conditions. The PV system can also
increase the moving range and limits the charging periods. It
also increases lifetime of batteries and improve the overall
sustainability. The environmental results show that the PV
system can reduce 420 Kg of greenhouse Co2 emission since it
does not require external charge from fossil fuels. It can be
concluded that the modified EV is technically viable, reliable
and environmental friendly.
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